Auxiliary air and fume supply for explosive engines



Aug. 31,1926.. I www3 A. V. CHAPIN AUXILIARY AIR AND FUME SUPPLY FOR EXPLOSIVE ENGINES Filed Jan. 29, 1926 fm V Cha/7m,

Patented Aug. 31, 1926.

j PATENT OFFICE.

ALFRED V. CHAPIN, OF SAN ANTONIO, TEXAS.

AUXILIARY AIR AND FUME SUPPLY FOR EXPLOSIVE ENGINES. I

Application filed January This invention relates to an automatic auxiliary air inlet or auxiliary fuel inlet mechanism for internal combustion engines and it has for its object to provide a structure controllable in accordance lwith variations in engine speed or in accordance with variations of temperature in the intake manifold or both, for determining the extent of dilution of the charge with auxiliar)Y air or with an auxiliary fuel charge.

The figure shown in the accompanying drawing is a sectional diagrammatic view illustrating the invention.

In the drawing, 5 designates an intake manifold of an internal combustion engine and 6. designates an auxiliary pipe leading thereto, which pipe may conduct warm air or an auxiliary fuel charge. A port 7, in the Wall of the pipe 6, is controlled by a valve 8 and in the particular form of the invention to which this application is devoted, said valve 8 is thermally controlled by means of crank 9, link 10, lever 11 and an expansible unit 12, the latter being disposed in the path of the charge that is passing through the intake manifold. This expansible element may be of any desired form but., inI the particular embodiment of the invention shown, comprises a body7 of liquid 13 which acts, When it expands. against the diaphragm 14 to thrust pin 15 outwardly .and move lever 11! outwardly upon its pivot 16. The arrangement is such that the movement of the diaphragm is compounded. In other words, a very small movement of the diaphragm is converted into a greater movement of link 10 to thereby impart the desired degree of movement to the valve 8 and to admit auxiliary air to pipe 6 which dilutes the charge whenever the temperature of said charge exceeds a predetermined degree. The main throttle valve of the engine is indicated at 17 and its operating crank 18 is connected to a rod Wire 19, that is controllable from the drivers seat of an automobile. A link 20 is counected to the crankclS. and to one end of a springl 21. The other end of spring 21 is connected to the upper end of arock lever 22, the latter being pivoted a 23 in the Wall of the pipe.' The lower nd of lever as, 1926. serial No. 84,723.

22 bears against a spring 24 Which encircles the stem 25 of a main controlling valve 26 that is disposed in the pipe 6. 'A spring 27 is connected at one of its ends with thc rock lever 22 and at its opposite end with a rod 23', which is moved endivise under the influence of a governor 2,4', it being understood that this governor rotates in unison with the engine and is representative of the engme speed. It will be apparent that movement of rod 19 to the left to close the throttle valve, Will increase the tension upon spring 21 and that this will, in turn, increase the tension of spring 24. This will automatically compensate for the increased suction Which exists in the manifold When the throttle valve is partly closed. In like manner, when the engine is running at higher speed and with a correspondingly lower degree of suction in the intake manifold, the governor 24 will increase the tension upon spring 27 and this Will, in turn, tend to decrease the tension upon spring 24 and permit valve 26 to open, even under such decreased suction.`

It is to loe understood that the invention i is not limited to the precise construction set forth but that it includes Within its purview whatever changes fairlycome within either the terms or the spirit of the appended claims.

Having` described my invention, what l yclaim is:

1. The combination With the intake manifold of an internal combustion engine, of a throttle valve therein, an auxiliary pipe leading thereto, an auxiliary air inlet valve for admitting atmospheric air to said pipe, a main controlling valve-Which is spring actuated to closed position, between the auxiliary air inlet valve and the intake manifold. a thermally controlled element in the manifold which in turn controls the auxiliary air inlet valve and means for varying the tension of the spring of the main controlling valve in accordance with the movement .of the throttle valve.

2. The combination with the intake manifold of an internalcombustion engine of an auxiliary pipe leading thereto, a controlling valve in said pipe, a spring resisting the opening of said valve, means for automatically increasing lthe tension upon said spring when the throttle valve is closed and for aw tomatically decreasing the tension upon said spring upon an increase of engine speed, an auxiliary air inlet valve for controlling auxiliary air to said pipe at a point in advance of the controlling waive and thermally controlled means for controlling the last named Valve in accordance with variations of temperature in the intake manifold.

In testimony whereof he ailiXes his signature.

ALFRED V. CHAPIN. 

